Control system and apparatus



July 18, 1939. P. ROMAN 'r-:T Ax.l

CONTROL SYSTEM AND APPARATUS 5 shee-sneet 1 llllllllllll Filed Feb 26,1937 Illo I 9 f L a w Y Sr Dnne .E 5 om@ m 3 .JH/vm L NR W T E NM A la 4P. 3 Y mi B o 9 L 9 8... a L f w 5 5 5 1D y@ July 18, 1939. P. RoMAN ErAL cou'rnoL s'fs'rn AND' APPARATUS Filed Feb. 26, 1957 5 Sheets-Sheet 2(94 l 957 V /04 l )Il l ABIL,

NIW YORK HAIMON PUUGHIKEIPOII:

HUDSON ALBANY U I ICA 2/7 VSuu-mom.:

INVNTORS @E BY July 18, 1939. P. ROMAN Er AL 2,166,194

connor. ss'rma Arm APPARATUS Filed Feb. 26, 1937 5 sheets-sheet s im?-2/4 21671' u vola i mi@ INVENTORS Paul Roman.

v Robert Ba l ua.

July 1s, 1939. Pfam mL' 2,166,1`54v CONTROL SYSTE'ANDWAPP'ARATS FiledFeb. 26, 1937 5 She'e'S-Sheekl 4 INVENTORS Paul Roman.

Robert Balua.

July 18, 1939. P. ROMAN Er AL 2,166,194

v CQNTROL SYSTEI AND APPARATUS Filed Feb. 26, 1937 5 Sheets-Sheet 5 l* ldi '1 mvENToRs Paul Raman Patented July 18, 1939V UNITED' STATES CONTROLSYSTEM AND APPARATUS Paul Roman, White Plains, and Robert Baluta,

New York, N. Y.; said tenths to said Roman Application February 26,

'17 claims.

This invention relates to improvements in con'- trol systems andapparatus. An object of the invention is to provide suitable means tocontrol a series of events in predetermined order and relation and tosynchronously set forth a sensory representation or identiilcation ofthe events.

A further object is to provide means of the above type by which theevents may be simulations of actual events and in which the relativespacings of the occurrences of 'the simulations may be substantially thesame as those of the. actual events, but wherein the total time cycle ofthe simulations may be less than or greater than that of the actualevents.

Another object of the invention is to provide means of the above typeespecially applicable to display, amusement and instructive purposes.

Still a further object is to provide means of the above type applicableto toyv railroad systems whereby the latter may be'made to automaticallycarry out in simulation the schedules of actual trains while identifyingsuccessive train locations on a suitable map or the like and indicatingthe corresponding schedule times.

Other objects and advantages of the invention will become evident duringthe course of the iollowing description. g

The principal elements of a combination embodying the invention andadapted to simulate a series of actual 'events consist of asynchronizing device, a. simulating device or combination of objects,and an identifying device. The synchronizing device includes a dial,carrying indicia setting forth the relative spacing of successiveevents, which spacing may be in terms of time, space, temperature,pressure, etc., according to the nature of the succession of phenomenabeing set forth; and the relation of the operations of the synchronizermay be determined by suitable templates applied to the device, thetemplates being prepared in accordance with the particular y Balutaassignor of two- 193'1, seriarNo. 127,868 (ci. 246-3) which areilluminated to identify the station stops of a railway train, theidentifications may also be auditory, as by successive phonographicreproductions describing successive stages in an airplane trip.

While it will become obvious to those skilled in the art that theinvention is;susceptible of a wide variety of'adaptations andmodifications without.'

Figure 3 is an end'view of the same with the adjusting template removed;

Figure 4 is a detail bottom view of the time delay mechanism;

Figure 5 is an enlarged fragmental section of the adjusting template andscheduling contacts;

Figure 6 is a similar fragmental view of an alternative form of templatestructure; Figure 7 is a front View of an identifying map structure; il.

lFigure 8 is a reduced rear view of the same;

Figure 9 is an end view of the same;

Figure 10 is a front view of an adjusting template.; v

Figure 11 is a rear view of the same;

Figure 12 is a front view of the alternative form of template shown inFigure 6;

Figure 13 is an electrical diagram showing the connections of the systemapplied to'a miniature railway;

Figure 14 is a diagram illustrating an alternative application of thedevice to a miniature railway;

Figure 15 is a plan view of the various units of the system applied to atypical toy railway;

Figure 16 is a perspective View of the synchronizer illustrating themeans to adjust the time delay mechanism from the outside;

Figure 17 shows a dial applicable to the synchronizer and calibrated interms of distance rather than time;

Figure 18 is a top view illustrating the device applied to a combinationsimulating the events of an airplane trip;

Figure 19 is a diagrammatic front View o the same including theelectrical connections;

Figure 20 is an end view of. the phonographic identifying means; and

Figure 21 is a fragmental detail view of the pick-up guide shaft of thesame.

Referring'to Figures 1 and 2, the numeral 30 generally indicates asynchronizing unit having a casing 3|,.preferably of metal, on the topof which is 'a ring dial 32 detachably secured thereto by any suitablemeans such as' screws 33:

y Mounted in the bottom of the casing 9| is a clock work device 34,preferably operable by an electric motor 35 and provided with anadjustable speed governor 35 of the well known type com-y monly employedon phonograph motors and the like, the governor, if desired, beingprovided with the usual external adjusting knob 35a, Figure 1. Thevertical output shaft 31fof the device 34 has secured thereto a split.spring quill 39 resiliently embracingthe lower end of a vertical driveshaft 39 journalled in a bracket 40 formed` or secured in the casing 3|.A 'hand 4|, corresponding in the present illustration` tov the minutehand of a clock, is secured'to a knob 42 fastened on the top of thedrive shaft 39 and is adapted to sweep around the inner periphery of thedial32 which A resilient contact arm 59, Figure 2, is secured to thesleeve 44 in line with the hour hand 45 and is adapted to successivelyengage a series of contact points 5|, 5|a, etc., as the sleeve 44 andarm 59 revolve, the contact points 5| being disposed in a circularinsulating ring 52 secured to the inside top of the casing'3l. l

The contact points 5|, 5|a, etc., are individ.-

ually' connected by lead wires 53, 53a, etc., to

metallic pins 54a, etc., the pins being lsecured in and projectingslightly outwardly through an insulating plate 55. A resilient metallicplate 55, secured on the outside of the insulating plate,

55,- has a plurality of outwardly bent resilient tongues 51a, 51h, etc.,overlying but normally out of contact with the ends of pins 54a, etc.,as shown in enlarged Figure 5.

The tongues 51a, etc., press outwardly against pins 59a, etc.,preferably of insulating material,

andare slidably retained in an outer plate 59, the outer .ends of theinsulating pins normally projecting outwardly from 4the outer plate 59,as illustrated by pin Nb; Figure 5.

Grooved vertical ways 59 and 5|, Figures 152, 3 and 5, are adapted toreceive a flat template 92 vertically slidable therein and having in itsrear face a plurality-of vertical grooves 53 interrupted atpre-determined points by bridges 94 as shown in Figures' 2, 5 and 11.When the template 52 is slid downward in the ways Stand 5| and comesinto place against the bottom or stop shelf 55, any of the insulatingpins resting under bridged Lportionsof the grooves arepessed inward. Forinstance, referring toFigures 2 and-5, the pin 59a is pressed inward bybridge 94., flexing the tongue 51a againstthe pin` 54al and therebyestablishing an electrical connection between the metallic plate 55 andcommutator contact point 5|a, Figure 2. From the foregoing it will beseen that for all vbridged portions 54 existing in any' groove 52,connections are established between the plate 59 and correspondingcontact points ofthe commutator.-

A flange 55, Figure 2? hereinafter referred to' as the 'driving flange,is secured to the drive shaft 39 and carries a lower facing 51 offriction material. A second flange 59, hereinafter called the drivenflange, is rotatably mounted on the shaft 39 below the driving flange 55and has an upper frictional facing 59. A radial projection 1li on thedriven flange 59 has secured thereto a resilient contact leaf 1|,Figures 2 and 4. A spiral spring'12 is secured at one end to a pin 13 inthe stationary bracket 40 and at the other end to a pin 14 in the lowerface of the driven flange 59, urging the flange counter-clockwise andnormally holding the projection 10 against a stationary stop 15. Thespring 12 is dished upward, thus aiding gravity in normally holding thedriven flange 69 in downward position so that its friction facing 59remains clear of the driving frictional facing 61. The driven flange 59is supported on a forked lever 15 the free end of which is in turnsupported by the `plunger 11 of a solenoid 1-9 of the type adapted topush upward when energized.

A conducting ring plate 19 is supported concentricall'y with the shaft39 by means of grooved insulating blocks .80, 9|, and'92 secured in thecasing 3|, the plate being rotatively'retained in the blocks. A tongue93 on the ring plate 19 projects downwardly into horizontal line withthe resilient contact leaf 1|. A spring brush 94 is secured to theinsulating block 8| and bears against the surface of the ring plate 19,thus establishing electrical contact therewith and at the same timeproviding a' frictional restraint against free rotation of the plateinthe grooved insulating blocks.

' It will be seen that if the shaft 39 is rotating clockwise, and thesolenoid 19 is energized to thrust the driven flange 59 into frictionalclutching engagement with the driving flange 55, the

flange 69 will also be driven clockwise against the urge of lthe spring12 at the same speed as the minute hand 4I, moving the projection 10away from' the stop 15.

'I'his rotation of the driven disc 59 will con-Y tinue until the leafcontact member 1| engages a manner hereinafter rexplained-in connectionwith the wiring diagram, Figure 13, whereupon the driven flange 55 dropsout of clutching engagement withthe driving flange 59 and is revolvedbackward by the spring 12 until the projection'19 again engages the stop15.

From the foregoing it will further be seen that, as the driven flange 59when in engagement rotates at the same speed as the minute hand 4|, theduration of its rotation from the energizing of the solenoid 19 totheinstant of contact between the leaf 1| and the tongue 93 may be gaged interms of time as indicated by the travel of the minute hand. It is alsoevident that the extent of this time-interval is dependent on thecircumferential position of the tongue 93. Therefore, the extent of thisinterval, hereinafter referred to as the time delay, may be adjusted byrevolving the ring plate 19 in the grooved blocks 99, 9| and 92,againstthe friction of the spring member 94, and a given angular movement ofthe plate will produce a corresponding'increase or decrease in timedelay in accordance with travel of the minute hand 4|. Referring toFigure 16, it will be' seen that Atheicasing 3| has a hinged the tongue93 to deenergize the solenoid 19 in 4 ldoor 95 to allow access to theinterior of the cas-N15 ing. To allow for easy adjustmentof the time Aconductor |29 connects the secondary lead |26 delay mechanism from theoutside, a depressed slot 86 is provided in the door 85,'through whichslot the edge of the ring plate projects. The top of the plate 19 maycarry calibrations 81 adapted to cooperate with an arrow 88 above theslot 86.

A pair of double pole relays. 89 and 90 is disposed in the bottom of thecasing 3|, which casing also contains a transformer 9| and carries inits top face two push-button switches 92 and 93, the functions andoperations of these units being hereinafter set forth in connection withthe Wiring diagram, Figure 13.

Referring to Figures 7, 8 and 9, the numeral 94 generally indicates anidentifying or map structure having a frame 95 carrying a railroad map96 on which are shown routes 91 of an actual railway, in the caseillustrated by certain trackage of the New York Central Lines in a zonecomprising New York, Boston, Montreal andBuifalo. Properly located onthe map 96 are the usual stations at which stops are normally scheduled.Sockets 98, Figure 8, are located on therear side 99 of the map 96, inpositions correspondingto. the various stations, and vnormally supportlamps visible from the front of the map when illuminated. In the presentcase the 4apparatus is arranged to identify scheduled runs from each ofthe above named cities to Utica as a terminal or divisional station, andthe lamps identifying the various stations are designated in order bythe following numerals:

Boston 101 step-switch |04, hereinafter explained in detail' inconnection with the wiring diagram, Figure 13, a six-pole switch |05operable by a rod |06 projecting through the end of the frame 95, and afour contact selector switch |01 provided with an external indicatinghandle |08 and dial |09. The

` inter-wiring between the foregoing switches and latter.

sockets land the lamp-sockets 98, being shown in detail in Figure 13, isomitted from Figure 8 in order to avoid unnecessary complication of theA six-wire lead-inV socket |I0 may be provided to detachably connect themap structure 94 with the synchronizing unit 30 through a six wire cableI I I as shown in' Figure 15.

Referring to diagrammatic Figure 13, it will be seen that thetransformer 9I has two primary windings ||2 and ||3 adapted to beconnected to a Source of current supply by a common pair of supply leads4. A secondary winding I|5, cooperative, with the primary |I2, isconnected on its ,upper side through leads II6 and I|1 to a normallydisengaged contact |I8 of the relay 89, and is also connected through abranch lead ||9, resistor and conductor I2I with one side/of the magnet|22 of relay 89,'and through a secon'd resistor |23 and lead A|24 withone side of the electro-magnet |25 of relay 90. 'The conductor I2I isalso connected through the brush 84 tothe .plate 19 of the time delaymechanism. The lower side of secondary |I5 is connected through a lead|26 to the normally open push-button or starting switch 92, thencethrough.,conductors |21l and |28 to the other side of the magnet |25.

with the metallic plate 56. A branch |30 of conductor |29 leads tooneside of a second normally open contact combination |3I of the relay89, the other side of I3| being grounded to the frame 3| through a wire|32 which isd also connected to the side of magnet '|22 opposite the-supply lead |2I.v

From secondary conductor |29 a second branch |33 leads to one side of anormallyv open conwith a second contact |31 from which awire |38` leadsto one side of a second normally open contactor |39 on the relay 90. Theother side of `contactor |39 is connected through a lead r|40 to thenormally charged portion |42a of the third rail I 42 of a toyfrailwaytrack, the latter being normally suppliedwith current through conductors|43 and |44 leading respectively to the third rail- I 42 and the mainrails |45 from the usual transformer 1I46, Figure 15.y The third rail|42 includes a portion |4219 insulated from the remainder thereof bymeans of terminal insulating members |48 and |49. A wire |50, connectedto the portion I42b, has a branch I5| connected to the movable switchmember |36 of relay 89. The Wire |50 leads to one side of a solenoid |52forming part of the step-switch |04, the other side of |52 beingconnected through leads |53 and 4|26 to the lower side of the secondarylI I5. A branch |54 of wire |50 is connected to one side of the timedelay solenoid 18, the other side of 18 also being connected throughlead |55 to lead |26, thence 'to the lower side of secondary II5.

The step-switch |04 may be of any suitable type, that illustrated havingIa metallic bar |56 slidably mounted in insulating guides I 51 and |58and urged to the left by a tension spring |59. The solenoid |52 has aplunger V|60 adapted to operate a swinging claw |6| which normally islheld clear of the ratchet teeth I 62 on the bar |56 by a spring |63butadapted to swing downward to move the bar onetooth to the right when thesolenoid is energized. A Wide faced pawl |64, normally urged clockwiseby a toggle spring |65, engages the teeth |62 to hold the bar |56 fromreturning after each advance to the right. Abutments |66 and |61,attached to the bar |56 behind the teeth |62 so as to clear the claw I6|at lall times, are adapted to engage the wide-faced ment of the pawl |64in riding over the teeth |62- i s not sufficient to throw the pawl overcenter `with respect to its toggle spring |65, so that the pawl operatesin the usual manner as previously noted. As thebar makes its lastmovement toward the right, however, the abutment |66 encountersthe pawland throws it over center into the position shown in dotted and dashedlines, in which position it is held clear of the teeth |62 by the spring|65. When, thereafter, the solenoid |52 is deenergized and releases thebar |56, the .latter is drawn to the left by the tension spring |59until the second abutment |61 encounters the pawl |64 to throw thelatter back over center to normal operating position asshown. By thismeans it is evident that after a complete series of starts itsengagement with point |69e also engages an auxiliary point |09f.

The contact point is normally connected through a contactor |10 of thereversing switch |05, a lead I1| and a conductor |12 and branchesthereof with lamps |00, |0i, |02 and |03, while contacts |09a, b, c,dand e are similarly connected by parallel contactors of the switch andsimilar leads to the corresponding lamps of the |00, ill, |02 and |03series in the order of the stop stations of the four previouslydescribed routes', the last point |69e being connected through conductor|13 and a branch |14 to the common terminal lamp |00e corresponding toUtica on the map 00.

If the reversing switch |05 is thrown to the right by pushing the rod|06, the first point |69 is connected through |13 and |14 to the lamp|00e while the last point |69e is connected through conductor |12 andits branches to the lamps |00, |0|, |02 and |03. Similarly, theintermediate station lamps are connected to the contact points of thestep-switch |04 in reverse order, that is, from Utica outward.

A common wire |15 connects all lamps of the |00 series, except |00e, toone station |16 of the four-station selector switch |01. Similarly,common wires |11, and |19 connect all lamps of the |0|, |02 and |03groups with stations |80, |0| and |02 of the selector switch |01. Fromthe switch |01 a conductor |03 leads. to the lower side of a secondarywinding |94.cooperative with the primary ||3 of the transformer unit 9|.The lamp |00e, representing the devlsion point, Utica, and thereforeoperating on al1 routes illustrated, is connected past the selectorswitch |01 directly to conductor |03 by means of a wire |951. From thesecondary |04 conductorv |06 leads to a wire |01 connected to a brush|00 engaging the sliding bar |50 of the step switch, the wire |91 alsobeing connected to the lead |24 between the reu sistance ||3 and themagnet |25.

It will be seen from the foregoing description that if the secondary |04is energized and the step-switch |04 be actuated, station lamps ofwhichever route ls connected through the selector switch |01 will besuccessively illuminated beginning at the outer terminal station andprogressing toward Utica if the reversing switch |05 is in the positionshown, or in the reverse direction if switch |06 is thrown to the right.

'Ihe operation of the device is as follows, taking for example theregular schedule of a New York Central train from New York to Utica:

A template `62, preferably having the schedule metal plate 56 andcommutator points of the 5| series so situated as to be successivelyengaged by the resilientvarm 50 as the hour hand 45 reaches positionsindicating the times of arrivals at successive stations on the regularschedule.

4|92 across the supply cable Initially the bridging connection betweenthe charged rail portion |42a (the track having been charged in theusual way by connection of the operating transformer |46, Figure isopen, as this bridging connection includes the normally open contactor|39 of relay 90. Therefore; an electric train |89, Figure 15, engagingthe insulated portion |42b will have no-connection with the chargedportion |42a and will thus remain stationary, preferably infront of astation |90, as illustrated in Figure 15.

The electric clock motor 35 has taps,|9| and |93 preferably equippedwith a switch |94, Figure 15. The switch |94 being closed, the clock isstarted and the transformer 9| is energized, causing c'urrent to flowfrom the secondary |94 through the conductor |86, conductor |91, brush|99, bar |56, brush |69 and contact point |69 to the reversing switch|05, thence via conductors I|1| and |12 to the lamp |00 indicating NewYork on the 'map 96, thence through the conductor |15, the station orthrow position |16 of the selector switch |01 and conductor |93, back tothe secondary |84. The lamp |00 is thereby illuminated on the mapshowing-that the stationary train is in the New York station. hands(which may be previously set to any desired position by means of theknob 42, due to the presence of the friction coupling quill 38 on thedrive shaft 39) until they indicate the starting time of the actualtrain as given on the schedule template 62, Figure 10. When the startingtime is indicated, the operator depresses the push-button switch 92,causing current from the secondary ||5 to energize the magnet |25,through the resistor, thereby closing the contactors |34 and |39. Theclosing of |34 causes current toilow around the switch 92 so thatl whenthe latter is released the magnet |25 remains energized to hold therelay 90 in closed position.

The upper contactor |39 being closed, the bridging connection iscompleted between the insulated third rail portion |42b and the chargedportion |42a, energizing the former, the completed bridging connectionleading from charged third rail portion |42a (the latter receiving itscharge from supply conductor |43) through conductor |40 to closedcontactor |39 of relay 90, thence through conductor |39, contact point|31 and movable arm |36 of relay 09, conductors |5| and |50 to theinsulated portion |42b. Since outer rails |45 are connected to thesecond supply `conductor |44, a train engaging the portion |425 andouter rails |45 is now thrown in circuit between the supply conductors|43 and |44, the

The operator watches the clock |46, Figure 15, as previously noted. Thetrain '|09, Figure 15, is thereby started and travels around the track,continuing to travel until the hands of the timing or-synchronizingdevice 30 indicate the time of the rst scheduled stop, namely Harmon. Atthis point the contact arm engages a contact point such as 5| c, Figure13, which has been previously connected through pin 54 and tongue 51 tothe metallic plate 56. As the arm' 50 is grounded through its metallicsupporting structure to the frame 3|, and as the magnet |22 of relay 09is also grounded to 3|, a circuit is established from the upper side ofsc ondary ||5 through the lead IIS, conductor ||1, lead ||9, resistance|20 lead |2| magnet |22 and lead |32 to ground 3|, thence back throughground to contact arm50, thence through the 75 l 2,166,194 point 5|c,contact members 54 and 51, plate 56 establishes a directv connectionfrom the lower side oi. secondary 5 through the conductors |26, |29,|30;.the contact' |3|, itsV arm and attached short leads to the magnet|22, thence through lead |2|, resistor |20, lead ||9, and conductors ||1and ||6 to the upper side of the secondary ||5, so that when the arm 50breaks the.

ground circuit by travelling out Vo1 engagement with the point 5|c, themagnet |22 is still supplied with current from the secondary ||5 andconsequently remains energized. f The simultaneous closing of contact|8, allows current tolow from secondary 5 through conductors 6, 1,contact H8, arm |36, leads |5| and |50 to the stepswitch solenoid |52,thence through leads |53 and IZB-back to the secondary ||5. The solenoid|52 advances the bar |56 one step to `the right, caus ing the lamp |00aon the map to be illuminated as the train stops, thus identifying thestation stop as Harmon in accordance with the schedule. l v

The closingof contact ||8, which has connected lead |50 with the upperside of secondary ||5 through the leads ||6, ||'1, contact ||8, arm

|36 and lead |5| to the lead |50 as just described, also allows currentto flow from lead |50 through lead |54 to the time delay v'solenoid 18,thence through conductors |55 and |26 back `to the secondary coil ||5.The solenoid 18 being energized, causes -clutching of the driven flange68 asV previously described. As set forth, the ange 68 revolvesuntil itscontact leaf 1| touches the tongue after a length of ktime predeterminedby the circular setting of plate 19,

during which time the train |89 remains station@ ary at the stationidentied as Harmon. -The flange 68 is grounded to the frame 3| boththrough itsmetallic support and the-spring 12.' When, therefore, theleaf 1| engages the tongue 483, the current hitherto flowing from thesecondary Ils through leads Hs, H1, Hs, through the lresistance '|20,lead |2| and magnet |22,

thence through contact |3I, r,lead |30, conductor' |29" andilead |26back to the secondary |I5, is now shunted fromv the secondary ||5throughv leads ||6, ||1, ||9, through the resistance |20, lead 2| springmember 84, ring plate 19, tongue 83, and' leaf 1| to ground on casing3|, thence back through ground'-- on casing 3| vand lead |32, contactor|3| and lead |30 to the conductor |29, thence through lead |26 to thesecondary H5. The current being shunted or short-circuited" around'themagnet |22, the latter is deenergized, breaking the contacts ||8 and 3|and allowing closure of contact |31. Thel latter lclosure restarts thetrain by restoring the bridging connection previously traced betweenthethirdfrail portions 42a and |4212, while at thesame time thetime delaysolenoid 18 and step-switch solenoid |52 are de-.energized Y By theforegoing it will be seen that the train has been started on schedulefrom its station identified by thelamp |00,travelled a simulated lengthof time required'by the schedule for the ilrst leg of its trip, stoppedon scheduled time at a station identied simultaneously/on the map asHarmon by the lamp |00a, remained at Harmon a pre-determined simulatedtime (which time is gagedby travel of the minute hand 4|) then startedon the next leg of its journey. When the timing devicel or synchronizerhas moved forward a simulated length of time called for by the scheduleit again operates through thenext suc,

cessive set of connections pre-determined by the template 62, againstopping the train in accordance with the schedule, and-actuating thestepswitch to identify the next scheduled stopas Poughkeepsie by,illumination of the lamp |0017 on the map, at which station the train|89 is again held the pre-determined stop time byaction of the timedelay device as previously set forth.

'I'he device thus continues to control the train and indicate stops onthe map in synchronism with the time indications on the synchronizer,until thefinal stop representing Utica is reached. When the contactmember |68 of the step-switch |04 engages the point |69e to light theutica lamp 00e, the brush member |68 also engages the auxiliary point|69f and a connection is established thereby from the lead |24throughthe conductor |81 and a releasing lead |95 to the wire .135,1thence through closed contactor |34, lead |33, conductors |29 and |26 tothe lower side of the secondary |84. By this means current from theupperside of |84 through the resistance 3 is shunted directly around themagnet |25 instead of through it, `causing the magnet to be de-energizedand' allow thecontactors |34 and |39 to open.

Thereafter, the train is held stationary, as the contact |39 remainsopen, and at the completion of the time delay operation, during whichthe Nlamp identifying Utica on the map remains i1- luminated,l the stepswitch solenoid |52 is released. As the pawl |64 has been disabled bythe abutment |66, as-previously described, the spring |59 returns themechanism to initial position. It is obvious that if desired theabutment |66 may be omitted and the pawl |64 released by manual means.`The-.brush |68 may be constructed with a trailing extension |.68atomaintain contactwith the points |69, etc., until completion of therun, thus tracing the route traveled. If the switch |40 is constructedwith a large numi ber of points |69, etc., to cover a long route ashereinafter noted, the auxiliarypoint |69f may be duplicated atvariouspoints in the path of brush |68 to provide divisional stops. If desired,the schedule may then be repeated by again closing the push switch 92,or if desired, a template adapted to establish a schedule set up Iorarun from one of the other starting points may 'be substituted fortemplate 62, the c orresponding route selected by means ofthe selectorswitch |01, and the new schedule arried out in the manner described.Similarly, b the use of properly prepared schedulevtemplates and thelreversing switch |05, scheduled runs` from Utica outward over any ofthe four divisions may be carried out and synchronously identified onthe map. 4

In ca a. typicalspeed at which the cloc `mechanism operates in relationto actual cloc speed may be sixty to one; that is, one revolution of thehour hand 45, .simulating a period of twelve hours, may be performed intwelve minutes. By adjust ing out the scheduled runs described,

poses the clock mechanism may be adaptedto operate in any desiredrelation to actual clock speed, the successive simulated events alwaystaking place in their proper scheduled relation throughout the cycle.

While the apparatus has been illustrated as including provision i'orilve scheduled stops, the map and stepswitch of course may beconstructed to provide as many stations as may be desired, i'or instance-to simulate localtrain runs or as in the case of a large'-mapillustrating a complete transcontinental routing. 'Ihe device has alsobeen illustrated as controlling a simple form of toy railway system inwhich the same toy station is used to represent the various stations atwhich stops are scheduled. In the case oi more elaborate systems, inwhich it may be desired to provide individual toy stationswithappropriate surroundings to represent the various actual stations on theschedule, the variations in wiring arrangement shown in Figure 14 may beused.

Referring to Figure 14, the numerals |00 and |00. designate two of anydesired number of insulated sections of the third rail |42, the chargedor main sections |01 and I 00 of the rail being connected throughbranches |00 and 200 with vthe supply linev |40; Relays 20| and 202 haveswitch arms 202 and 204 connected to the sections |05 and |00respectively through 4wires 205 and 200 the arms normally engagingcontacts 201 and 200 connected to theline |40 to which is also connectedthe conductor |40. The conductor |00, which in Figure 13 is connected tothe insu-A on one side through a common wire 2li to thel conductor |02which, as shown on Figure 13, forms the return connection from thestation lamps to the secondary |04 of transformer 0I. The other side ofmagnet' 2| is connected through lead 2N to the conductor |12 leadingfrom the reversing switch. |05, Figure 13. to the lamp |0| andcorresponding lamps of the other three series. The other side of magnet2| 2 is similarly connected through lead2|l to the wire 2|0 supplyingcurrent to lamp Illa and corresponding lamps of the other three series.Similar relays and connections may be provided to control insulatedtrack sections for thevarious other stations throughout the system.

In operation, when in the course of carrying,

out the.; schedule, the wire |12 is energized through the stepswitch |04to operate the lamp |0| ,or corresponding lamp of another series, themagnet 2H is also energized; breaking the direct 'connection throughcontact 201 from the- -third rail section |00 to the line Il! andbringing stopped on the rail section |00 corresponding to the sectionidentified on the may by the lamp i0 i: Similarly, the operation ofrelay 202 stops the train on section |00 when lamp |0ia isenergized,andsoonthroughout the system. r

The purpose of connecting the insulated rail sections III and |96through the contact point 209 and 2|0 to the relay 08 is to place thevarious sections under control of the latter relay so that no matterwhich station in the system is chosen as the starting station for ascheduled run, the

run may be started nby depressing the starting 5 switch 92.

It will be evident from the foregoing description that in the same waythat the various .track sections are controllable by theapparatusthrough relays' 20|, 202, etc., other apparatus and acces- 10sories of the miniature railway system such as signals, switches, etc.,may be controlled in conjunction with the schedule'. Also,y stops neednot be provided only at stations, as in elaborate systems regular stopsmay be made and identified 1g at coal chutes, water tanks, etc., and thelatter indicated on a large scale map in the manner described.

'I'he operator may wish on some occasions to exercise partial manualcontrol over the appa- 2 `ratus during the carrying out-of a schedule,for

instance omitting a station stop. For this puri Dose the push buttonswitch 93 is connected between wires |40 and |50 as shown in Figure 13.

'I'he operator removes from its socket the map g5 lamp corresponding tothe stop to be omitted, then having started the train on its run, heobserves the regularly scheduled time of the stop in question. When theclock hand indicates approach to this time, the operator closes thepush' 30 lbutton switch 92 and holdsA it closed until the time forstarting after the scheduled stop has been passed. By this means, theconnection be#- tween the rail portion or section |42b and the chargedportion I42a is maintained through the 35 location oi' the bridges 0lalong grooves i3 ot 4 0 the template 02 in accordance with the schedule2|1 on the back of the templatefas illustratedA in Figures 2, 5, 10 and11. In some cases the Operator may wish to arrange his own schedule,

and for this purpose a modied templateblank l 2|0 may be provided'havingholes- 2|9 therethrough opposite' time indicia 220 on the back of 2|0 asshown in Figure 12. I n arranging'the template, the operator chooses onthe index 220 the times at which he wishes to schedule successive 5gstops, and inserts in each hole 2|! opposite a chosen time figure a.tightly ntting plug 22| as illustrated in Figure 6. The plugs 22| have.tapered noses 222 adapted to depress the pins 50a, etc., in the samemanner as bridges 04 of su template 02. When the template consisting ofthe blank 2|0 carrying the plugs 22| is placedl in position on the unit30, the latter is conditioned in the manner already' described to causethe operators newschedule o be carried out. s(

The foregoing dscript on has shown the invention as controlling a seriesof simulated events, that is stops, starts and runs of the miniaturerailway train, taking place in predetermined relation indicated in termsof simulated time in- 0i the commutating means has been shown there- 'Ilon with some 0f the idle contact points omitted. in practice the numberof these points may be as great as desired within the limits ofpractical construction, the present structure providingsixty points.Referring to Figure 4, the limits of ad- 7| justment of the time delayare determined by the engagement of the tongue 83 with the block 88, theshortest time being'greater than that required for the-arm 58 to engage,traverse and disengage any single contact member.

In Figures'l'?, 18, 19 and 20 the invention is shown as applied' to anadvertising combination setting forth the successive landings of anairplane during the course of a scheduled flight, the relation betweensimulated stops being defined in terms of distance rather than time, andthe various landingllocations being identified by audible means. 4

Referring to Figures 18 and 19, the numeral 223 indicates a frame towhichare journalled in any suitable manner two vertical shafts 224 and225 carrying drums 226 and 221. A wid endless belt 228' is mounted onthe drums 226 and 221, and may be painted on its outer surface withclouds to simulate sky. A pair of horizontal drums 229 and 238 on rotaryshafts ward of the drums 226 and 221. A second belt 233 is disposed ondrums 2 29 and 238 and its upper reach is slidably supported on astationary guide 234 which slopes downward at both ends.

A motor 235 is belted to the shaft 23| to drive the latter and the drum229, while the vertical shaft 224 is geared to the shaft 23| by bevelgears 236 and 231 so proportionedv that the peripheral speed of verticaldrum 226 is the same as that of the horizontaldrum 229. Secured to thebelt 233 by a hinge 238 at one end and a 'link 239 at the other is acut-out and painted image 248-of an airport station. An electric latch24|, Figure'19, is held in the position shown when its magnet 242 isenergized and in this posisuccessively illuminate a series of lamps,however,

the switch |84 is adapted to, upon actuation, supply currentsuccessively via leads 251,2510, 251b, 251e and 251d to a series of fivesolenoids 258,

` 258a, 258b, 258e, 258d mounted on a phonograph until the firstactuation of the switch.

23| and 232 are located below and slightly forand at the Sametime urgethe arms to the leftf (Figures 19 and 21) against the collars 266. Eachon the belt 233, but is held clear thereof, asI

shown in Figure 19, when its magnet 241 is 'energized. It will beunderstood that the fins 243 and 246 are laterally off-setfrom eachother, in order that neither vmay engage the wrong latch.

. A miniature airplane 248 is mounted on a suitable bracket 249 securedto a shelf 258 in front and 254, shown diagrammatlcally in Figure 19.'

The shield 25| is provided 'with a window 25|a through which theairplane 248 maybe viewed against the background or sky provided by thebelt 228.

"The motor 235 and 4latch magnets 242 and 241 are all connected lnparallel across the wires 253 and 254. The wire 253 leads directly toone current supply conductor 255. The second supply conductor 256 isconnected to the lead 48 of a synchronizing unit 38 having'the sameinternal connectionsfully described in connection with.`

Figure 13. 'I'he external lead |518 of the unit 38 is connected to thewire 254.

Astep switch |84, of the type previously described,'is connected to theunit 38 by the leads |58, |53, |86, |81 and |95 in themanner alsopreviously set forth. Instead of connections to The phonograph 259, ofthe electricalV type adapted to be supplied with current through leads268 and 26| from the supply lines 255 and 256, has an arbor 263rotatable in the usual manner and carrying five short cylindricalrecords 262, 262a, 262D, 262C, 262d. A series of five arms 264, Figure28, are slidably and rockably mounted on `a longitudinal guide rod 265provided with stop collars 266, as shown in Figure 21. reproducers orpickups 261 on the front ends of arms 264 overlie the respective recordson the arbor 263 but are normally held out of engagement with them bylight tension springs 268 which urge the front ends of the arms 264upward arm 264 has secured to the bottom thereof a leaf spring 269carrying a threaded block 218 adapted to engage a feed screw 21| of thetype in common use on dictating machines and the like. The rear ends ofarms 264 carry armatures 212 underlying the magnets 258, 258e, etc.

vIf, when the arbor 263 and4 feed screw 21| are rotating, the magnet 258is energized to attract the armature 212, thereby rocking the arm 264,the pickup 261 is brought into engagement with the'record 262d at itsleft or starting end. 'Ihis engagement takes place before the armature212 can engage'the core of magnet 258:1. The block 218 also engages the'feed screw 21|, causing the pickup to be fed to the right, Figure 19,and thereby actuate the phonograph to play the recording onth'e record262d. The armature 212 not being in contact with' the core of magnet258d, no. frlctionalresistance exists at this point, and if desired thearmature may be extended to the left asin Figure 19 so that the magneticpull may assist the screw 21| in feeding the sound`head toward the rightagainst the tension 268. Whenthe magnet 258d yis deenergized, the spring266 again raises and moves the pickup 261 to the-left into initialposition. Similarly, all the solenoids 258, etc., operate to play theirparticular records whenenergized through the stepswitch |84; In the caseillustrated, the records Carry announcements and brief descriptions ofsuccessive air-port stops along a scheduled route.

Unit 38 in the present case is equipped witha dial 213 calibrated intenms of mileage as shown scheduled progress of the plane in terms-ofvdistance rather than time, though it is obvious that the apparatus isapplicable to either type 'of schedule. The template 214 likewise has,its grooves and bridges so arranged as to cause actuation of thesynchronizing mechanism at the proper mileage intervals as the latterare indicatedon the dial 213.

I'he operation of the device is as follows: When thestarting switch 92on the unit 38 is depressed,- a connection is completed within the unit38 between the leads |48 and |58 lnthe manner previously described,allowing current to flow through the'wires 253 and energize the A seriesof ofthe spring 4 o in Figure1'1, it being desired to indicate the 8 l2,1ee,194

magnet 242 and 241, the main motor 235, and the propeller motor of theairplane 246. It will be understood that in normal stopped position, theimage 246 of thc airport is positioned by the belt 6 266 between theairplane and the background belt- 226, the engagement of fin 246 bylatch 245 having determined this position at the last stop .of thepreceding run. A s the drums and airplane propeller start to revolve,the latch 245 is also l released, and both belts start to move with thesame acceleration, so that both the background and airport image move tothe left, thus creating the illusion, when viewed through the window |a,that the airplane 246 is starting to move ll forward. As the airportimage 246 is carried to the left it moves downward over the leftlinclined shoulder of the guide 234, thus slanting and sinking downwardout of view through the window and thereby creating the illusion of theairplane I rising or taking ofi. 'I'he background or sky belt 226continues to move past the window to continue the illusion of flight,but when the lower belt has moved to bring the image 246 to the positionshown in Figure 19, the fin 243 encounters Il the latch 24| which stopsthe belt, while the drum 226 continues to revolve by slipping within thebelt.

When the unit has progressed the indicated mileage to the nrst scheduledstop, it opens the l circuit between leads |40 and |50 as previouslydescribed, thereby deenergizing the motors and' latch magnets. Themomentum of the moving parts of the display device is suiiicient that asthe latch 24| releases the fin 243, the -image 240 is l carried up intoAposition behind the airplane, rising and leveling oif as it moves intoview to create the illusion that the airplane is landing. When the imagereaches central and level position behind the plane its further movementis prevented by engagement of the latch 245 by the fln 246. A frictionbraking member 215,' pressed by a spring backed by an adjusting screw226, is provided on the shaft 224 as shown in Figure 19.`

This device may be adjusted to give just sufficient u friction toovercome the momentum of the parts and bring the image 246 to a gradualstop just as the iin 246 moves .against the latch 245.

At the same time that the current is cut off from the displaycombination, the step-switch y |64 acts through the solenoid 256 tocause the phonograph 256 to play the rst record 262, by

which means the landing is described, the airport identified, and a'nyother desired information reproduced in sound. al At the end of thedesired stop period, predetermined by the setting of the time delaymechanism as-previously described, the circuit through leads |46 and |56isagain restored, and the second leg of the flight is simulated in thesame manner as setforth, the procedure continuing with stops inaccordance with the proper mileage indications and phonographicidentifications of ports until the run is completed, after which thestep-switch automatically resets and the apparatus is conditioned torepeat the runs if desired. The foregoing description has brought outthe fact that the invention is adapted to synchronously control andidentify a series of simulated events having an establishedinterrelationship in terms' of time or of an element other than time,

forth occurrences relatedfin terms other than either those of time orspace, such as the demonstration of phenomena related in terms ofchanging temperatures or pressures, while the identification of thevarious steps may be by any desired 5 sensory means, as illustrated bythe use of visual means in the case of the train control and auditorymeans in the case of the airplane apparatus.

What is claimed is: 1. In a miniature railway system, in combina- 10tion, a track adapted to act as an electrical conductor from a source ofcurrent to an electric locomotive thereon, a second conductor parallelto said track and adapted to engage said locomotive to complete anoperative circuit therethrough 1l from said source of current, saidsecond conductor comprising a charged section and a second sectionhaving terminal insulation between the same and said charged section, anormally closed relay and a normally open relay having their switches 2(connected in series between said portions, manually controllable meansto close said second relay whereby said locomotive may be started onsaid second section, a second source of current; a timing deviceconnected to said second source, said 2: timing device including a clockadapted to perform an indicatedl time cycle at a speed proportional tothat of a standard time cycle and commutating means cooperative withsaid clock, said commutating means including a plurality of con- 3| tactmembers, switching means adjustable to selectively establish connectionsbetween said contact members and the magnet of said first relay wherebysaid commutating means may direct current impulses from said secondsource through 3i said magnet to open the switch of said first relay,whereby said locomotive may be stopped in engagement with said insulatedsection at intervals during the cycle of said clock, a template adaptedto be secured to and in cooperative rela- 4. tion with said switchingmeans to adjust the same and thereby predetermine said intervals inaccordance with a selected train schedule, a map exhibiting the route ofsaid schedule, electrical means on said map to identify the stops onsaid 4 route,4 electrical conducting means connecting said electricalmeans with said second source of current and includinga step-switchadapted to successively energize said identifying means, a magnet onsaid step switch, 'said magnet being 5 connected to said timing deviceand operable by said impulses to actuate said step-switch, and meansoperable by said step-switch at the completion of said schedule to opensaid second relay.

2. The combination as claimed in claim i in- 5 cluding a second switchon said first relay and operable by the magnet thereof to maintain acircuit through said magnet thereof subsequent to the termination ofeach of said impulses, means and a locomotive operable thereon, incombination, a timing device including a clock adapted to perform andindicate a time cycle at a speed proportional to the correspondingstandard time cycle, circuit breaking means adapted to be con- 7 nectedinto said track and operable by said timing device to stop saidlocomotive at intervals during the cycle of said clock, means on saidtiming device to predetermine said intervals in indicated accordancewith a selected railroad schedg 2,166,194 ule, a map showing the routeof said schedule, a j

pluralityof electrically operable devices on said map to identify thelocations of train stops on said schedule, means electrically connectingsaid` electrically operable identifying devices and including astep-switch associated with said map and adapted to successivelyenergize said electrically operable identifying devices, `and meansconnected to said timingdevice and controllable thereby to actuate saidswitching means in conjunction with said circuit breaking means.

4. A control system as claimed'in claim 3 including a plurality ofrelays connected between said circuit breaking means and differentportions of said track and adapted to associate said circuit'breakingmeans with said different portions, the actuating members. of saidrelays being.k

connected to and operable successively by said step switch means.A

5. A control system as claimed in claim 3 in which said map displays aplurality of routes eachlfraving identifying means andincluding aselector switch adapted to establish connections from said step switchto the identifying means Vof any one of said routes.

6.'A control system as claimed inclaim v3 -including means tointerchange connections from said step switch to said identifying meanswhereby said system may-be adapted to carry out a schedule for a trainin the reverse route.

7. A system as` claimed in claim 3 wherein said timing device includes acommutator cooperative with said clock and having a plurality of contactpoints and wherein said predetermining means includes a plurality ofswitches disposed between said contact points andthe magnet of saidiirst relay, and a template applicable to said. switches to closecertain of the same whereby electrical connections may be establishedbetween the corresponding contact points and the magnet of said firstrelay in accordance with said schedule.

8. In an electrical timing device, in combination, a casing, a dial onsaid casing and having indicia, a drive shaft in said casing, means tolrotate said drive shaft at a pre-determined speed, means to vary saidspeed, an -indicating hand vcooperative with said dial, rotaryv meanspermanently geared to said shaft and adapted to revolve said hand at aspeed differing from the speed of said shaft in xed ratio, a relay,electrical means controllable by said geared means to energize saidrelay at'a predetermined point in the continuous rotation of said hand,andJmeans controllable by said shaft to'de-energize said relay.

9. In a control device, in combination, a casing,

a dial on saidk casing and having indicia, a drive f shaft in saidcasing, means to rotate said' drive shaft at a predetermined speed, anindicating hand cooperative with said dial, rotary means permanentlygeared to said shaft and adapted to revolve said hand at a speeddiffering from the speed of said shaft, a relay, electrical meansincluding a commutator having a plurality of contact points and operableby said geared means to transmit electrical impulses to said relay toenergize the same, means on said relay to maintain y said energizationupon termination of each impulse, a member rotatably mounted about saidAshaft, said member being normally positioned against a stationary stop,electrical means operable by said maintaining means to clutch saidmember to said drive shaft whereby said member may be rotated, astationary electrode, an electhrough selected points closing meanscomprising a template' applicable `a schedule list of said to engagesaid selected vjunctions between said vengagement'to de-energize saidrelay, and resilient means to retract said member against said stop.

10. The combination claimed in vclaim 9 including means to adjust theposition of said vstationary electrode relative 'to said xed stop,whereby the. extent of rotation oi. said member may be predetermined.

11. The combination claimed in claim 9 including a plurality of switchesadapted tol individually connect said *contact points with said relay,andmeans to selectively close said switches whereby said relay may besuccessively energized through selected points of saidfcommutator.

12. The combination `claimed in claim 9 including aplurality, ofswitches adapted to individually connect said contact'ponts with saidrelay, and means to selectively close said switches wherebyv saidrelaymay be successively energized offsaid commutator, said tosaid`casing toengage' said selected switches.'

13. The 'combination claimed ,in claim 9 including a pluralityofswitches adapted to individuallyconnect the contact points of saidcomv'mutato'r with said relay, and means to selectively close certain ofsaid switches whereby said relay may be energized through saidcommutator in accordance with apre-arrangedschedule of conjunctionsbetween said hand and said dial indicia, said means comprising atemplate exhibiting conjunctions and adapted switches.

14. The combination claimed in claim 9 including a plurality of switchesadapted to individually connect the contact points. of said commutatorwith said relay, and means to selectively close certain of said switcheswhereby said relay may -beenergized .through said commutatr inaccordance with a' prearranged schedule of 'conhand-and said dialindicia, said means comprising a body holding a plurality of detachableplugs vadapted to engage said selected'switches. y

15. In a toy-electric railway system having-a track and a locomotivecooperative therewith, in'

combination, means to energize said track whereby said locomotive maytravel thereon, a circuit breaker connected to a section of said trackandv adapted to de-energize said section wherebysaid Alocomotive maybe'stopped thereon, timing means successive points of said( commutatorand said circuit breaker, said switches being adapted to be pre-setwhereby said control circuits may be established from certain of saidpoints to said circuit-breaker at time intervals in accordance with saidschedule, and exterior means on said timing means to indicate' saidintervals.

16. In a tcy,electric railway syster'n having a i* track and alocomotive cooperative therewith, .in combination, means to energizesaid track whereby said locomotive may travel thereon, means to" Ide-energize a pre-determined section4 of said track whereby saidlocomotive may be stopped thereon, timing means connected to said-cle-energizing means and adapted to successively actuate the same atintervals proportional to intervals of Aa pre-arranged schedule ofstation Stops. said timing means including means to indicate saidintervals, adjusting means to pre-condition said timing means to carryout said actuations in accordance with said schedule, a map exhibitingthe route of said schedule, and means on said map route `connected tosaid timing means and controllable thereby in conjunction with saidde-energizing means to identify said station stops in accordance withsaid schedule.

17. In a device of the character described, in combination, anelectrically operable miniature mechanical device, means to successivelyactuate said relationship 10

